Home Again... Finally!

There she sits in my driveway, home from Uncle Packard's garage.  When she left a year ago, she was a tired, rusted hulk.  I was in a dark mood.  My mother in law had just died, after a prolonged and debilitating bout with cancer.  This car now symbolizes change and renewal.  While she still has some significant issues (like a cracked windshield, and a persistent transmission leak),  and she still needs work on the top and the interior, she is now in a condition to be enjoyed by my self and my family.

I have taken to calling the car "Nell", in memory of my Grandmother who originally owned her.  I think that Grandma would be OK with that.  It seems to ground my thoughts about the car with pleasant memories, and a sense of purpose.

During Nell's last moments at Uncle Packard's garage, we installed and aligned the front bumper, and tightened the transmission pan (it didn't stop the fluid leak).  We then positioned the side mirrors, and with some trepidation I drilled the screw holes in the freshly painted doors.  the car originally had only a driver's mirror, but I installed mirrors on both sides for safety reasons.

 

  #1 Son also installed the rear garnish rail and trim.  The grey blanket that I'm using as a seat cover just won't stay in place.  Once the interior is done, I won't really need the blanket any more.

 We re-filled the radiator at Uncle Packard's.  He uses heavily softened water, which is supposed to limit corrosion.  The radiator water is already brown, so I don't think it's working.  I will eventually need to flush the cooling system, and add a corrosion inhibitor.  We didn't have time to install the grille, and I seem to have lost the clips for the upper grille trim.  Still, I think she looks pretty good!  Note that we also installed the hood scoop trim.

I then drove Nell 20 or so miles to a Classic Thunderbird Club meeting.  This was her maiden voyage on a freeway, and she performed and handled like a lady!  Many folks expressed their appreciation of the car, with "thumbs up" or horn toots.  On the street, I got several encouraging comments from other drivers, and from pedestrians.

Nell in a sea of baby birds at the Classic Thunderbird Club meeting

Nell was a also a big hit at the club meeting!  Several folks were fascinated and intrigued by her story, and the long-term family connection.  Even in her unfinished state, she drew a crowd and inspired conversation.

I suspect that this is just a hint of things to come.  When I was getting tires on Friday, a man came up out of the blue and said "that's my favorite color".  This turned into a 20 minute conversation about cars, their stories, and the importance of remembering family.

This is what I think this car is all about, and why God has used it to bless me.  It's a conversation piece, a way of relating to total strangers, and a chance for me to engage folks at a deeper level by telling my story.  Telling them about my Grandma, how she survived after her husband died a war hero, leaving her to raise the family alone.  Given the right opening, I can even start to tell of my own redemption, and the deeper symbolism of Nell in my own life.

Nell has really become MY car... not so much by ownership and labor, but rather part of MY story.  A story I need to be willing to tell, any time I drive her.  A vehicle of both transportation and relationship.

Sometimes, things don't go the way you planned...

Yes, that is a crack in the windshield.  It happened this afternoon, as we were installing the chrome trim. Unplanned and unfortunate, this will set me back both schedule wise and financially.  I will eventually need to disassemble the trim and replace the windshield.  From the soaring joy of driving the car for the first time last weekend, I now find myself struggling with self-motivation and meaning.

The weekend started well.  Friday afternoon #1 Son and I picked up the t-bird from paint guy, who had polished out the fenders.  We drove to Tire Guy, who aligned the front end and installed a beautiful set of wide whitewalls.

 Last night I was feeling pretty good, and felt that I might be even able to drive the car to the local classic T-bird club meeting on Sunday.

This morning, however, I felt a little out of sorts... like I was coming down with something.  #1 son and I decided to work on the t-bird anyway, but we were both a little grumpy.  I installed the rear bumper and bumper guards, while my son installed the front turn indicators.  So far, so good!

 We had to work together on the front gravel shield.  This is a fiberglass replacement part, and we had to carefully position and drill holes in the fiberglass to accept the mounting bolts.  We got the bolts in, but decided to delay installing the grille.

 I also wanted to install the upper the grille trim, but I couldn't find the mounting clips.

By this time, I was feeling pretty bad.  I was dehydrated and had a piercing headache. We decided to delay installing the front bumper.  I lied down for a short nap and my son pushed on with the windshield trim, figuring it would be a quick job.

The cracked windshield put an end to our efforts for the day.  It has also caused me to stop and reflect on what I have been doing.  My son is devistated that he struck the blow with the rubber mallet that resulted in the windshield cracking!   I, in turn, bear the burden of not being there helping and advising him when it happened! 

The windshield now bears witness to another kind of brokenness.  I need to pause and reflect on this.

Feeling the Joy

Today was another major milestone. I have wanted to drive this car since before I could drive. Tonight, with my son, I drove it on the street for the first time!

The drive to the gas station was a surreal experience. I just couldn't believe it was happening. I was in for another pleasant surprise after we filled up.

Earlier in the day, we pushed to get the car road worthy. #1 Son worked on installing the inside window trim and rear view mirror.


While he was doing this, I worked under the car to get the rear sway bar positioned and connected. I needed the weight of a spare tire in the trunk, so I borrowed a convenient Packard spare. I also simulated half a tank of gas using a large bucket of water.


With my son in the driver's seat, the rear of the car was suitably loaded that I could set the height of the sway bar. I wanted to finish the install so that the sway bar wouldn't rattle around driving in the street.





The sun went down while I was under the car, and we were late for dinner with my wife, but I really needed an opportunity to celebrate! My son and I climbed in the car, buckled up, and drove to the gas station. I'm still amazed that everything worked!

It has been an amazing weekend! I feel blessed beyond hope, already treasuring the memories of this weekend... Rubbing out t he car with Uncle Packard, chasing electrical gremlins with my son, and then that magnificent ride to the gas station with him!

There is something important about my past that God wants to restore. There is something good, buried deep in my early character-forming years, that I have covered and neglected. My redeemer is taking me there, reminding me of older, deeper passions. Driving this car this evening brought me back to that point, full of hope and secure in life's adventure! And I shared that moment with my son. Praise God!

- Posted using BlogPress from my iPad

Rub them out, all of them.

Today was a good guy-bonding day.  #1 Son, Uncle Packard and I managed to finish rubbing out the t-bird.  We are very tired, but very satisfied!  We talked about cars, family, history, and politics while we sanded away hundreds of nits like this:

A tiny mote of dust got stuck in the paint when it was wet, causing this little bump

A light touch with 2000 grit sandpaper...

And the mote is gone.

 We also tackled areas of orange peel, which takes a little more persistence.  Note that the fender skirt has been installed. (#1 Son sanded the skirts)

Look closely at the reflection of the chair, and you will see how the orange peel texture distorts the reflection.

 Here's a better view of the fender skirt.  I think they really compliment the lines of this car, and will look stunning with wide whitewalls.

 This next shot shows the goal of rubbing out the paint.  The nose had some orange peel, which was particularly noticeable when looking at reflections.  Rubbing out the paint dulls the finish, but clarifies the reflection.  When this paint is polished, it will be gorgeous.

 After the rubbing was done, #1 son and I troubleshot the electrical lighting circuits, and cleaned the headlight switch.  Now the tail lights, brake lights, turn signals, headlights, and dash lights all work correctly and consistently.  We then installed seat belts and the seat (I forgot to get a shot with the seat back installed... maybe I'll get one tomorrow). 

We covered the seat with a blanket (to protect the white leather from our dirty jeans), and took the car for a short victory lap around Grandma's driveway in a light misty rain.  What a blast!

The car is now safe to drive on the road!  I plan to drive it to Costco tomorrow to fill the gas tank, then back to paint guy for polishing on Monday.

This is an amazing time for me.  The car runs, the car is attractive, and my family has gathered around me to make this happen!   I believe that God has been in the middle of this, challenging me to be open to new relationships, and continuing to delight me with this car as he reveals and heals the pain of my past.

I'm looking forward to what he has next for me!

Rub them out... day 1

I chose to have this car painted with a single stage, urethane paint.  This is about the toughest stuff you can get, and about the easiest to maintain.  I decided not to use the more common two stage, base coat/clear coat paint because I just don't think it looks right on a 50's vintage car... it has a very "modern looking" deep gloss.  Plus, it costs a little more, and is harder to repair.

This isn't to say that single stage paint shouldn't have a deep shine.  Most professional classic car restorations use single stage paint, and of course they look fantastic!   Here are two of Uncle Packard's cars, both with single stage Centari paint.  Check out the depth of the shine!

Check out the clarity of the reflections in the doors and fenders.  How does he do that without clear coat?  He does it by the time honored method of rubbing out the paint before polishing it.  This process is also referred to as "cutting and buffing".

I've never "cut" or rubbed out paint before, but Uncle Packard has been doing this for 50 years.  Professionals in a hurry use buffing wheels, but Uncle Packard always does it by hand. 

For Uncle Packard, rubbing out the paint involves several packs of absurdly fine grit sandpaper, soapy water, bright lights, elbow grease, and a lot of patience.  Several days worth of patience.  The goal is to smooth over all the irregularities in the paint... the occasional nits (trapped dust particles), minor runs, and the orange peel.  Runs happen when the paint goes on too thin, and orange peel (lumpy finish) happens when the paint goes on too thick.  When painting a flat horizontal object like a hood or a trunk lid, the consistency of the paint can be adjusted to completely avoid runs and orange peel.  When painting the entire car, however, there are both vertical and horizontal surfaces.  What's thin enough to flow well on the hood may run on the side of the fender.  Adjusting the paint consistency becomes a tightrope walk... and once the paint is mixed, it has a finite pot life, and the clock is ticking to get it on the car quickly.  I am very pleased that Paint Guy painted the car, and I'm quite pleased with the quality of his work.  Still, EVERY paint job will initially have some orange peel, a few nits, and maybe a few runs.  This car has it's share, although it is very manageable and completely correctable with minor cutting.

Uncle Packard graciously volunteered to help me rub out the paint, and suggested that I take the car back to paint guy afterwards for a professional polish.  I didn't really HAVE to do this... the paint looked good right from the shop.  I even debated not cutting and buffing the car at all, simply enjoying it as it was.  But I think this car is supposed to look its best.  The extra step here isn't really hard, it's just a minor delay, and it provides a great opportunity to spend meaningful time with Uncle Packard!  I also expect it to make a big difference in the appearance of the car.  It shows an attention to detail that would honor my Grandmother's memory, and I will remember the time Uncle Packard and I spent together every time I see the shine of the paint.

Today was an "off" Friday from work, so I arranged with Uncle Packard to spend the next three days rubbing out the paint to his satisfaction.  He seemed confident that we could do it.  I stopped by the auto paint store to pick up packs of 2000 grit and 3000 grit sandpaper, then swung by Paint Guy's shop to tell him that the car would be arriving for polish on Monday.  I also swung by Tire Guy's shop to see the beautiful wide whitewalls that he will be installing after the car is polished!

Rubbing out paint requires carefully inspecting and feeling the paint for rough or uneven spots, then lightly sanding them with a piece of wet sandpaper.   The sandpaper could either be on a sanding block, wrapped around a paint stick, or used just with fingers, depending on the extent of the rough area.  The paint needs to be wet when it is sanded, but it needs to be dry to see and feel the rough spots.  There is a lot of wiping involved, and we went through a lot of paper towels.

It was gratifying to see that as the finish got duller, the paint got smoother, and felt silkier.  The orange peel gradually smoothed out... at first as a pattern of dull dots on a shiny surface.  As the sanding continued, the dots gradually expanded and the shiny bits retreated until the surface became one dull smoothness.  This happened in one small area at a time, as my attention gradually moved over the car.  Uncle Packard and I finished rubbing out the rear fenders, deck, trunk lid, and driver side door... about half of the car.  I'm pretty confident we can finish tomorrow.  I'll post some pictures then.

While Uncle Packard and I rubbed out the rear half of the car, #1 Son got very busy and installed the weather stripping on both rear fender skirts, the weather stripping on both doors, and then assembled and installed the engine compartment splash guards.  Whew!

I'm looking forward to tomorrow!

Glimmers...

I spent most of this afternoon under the dashboard.  My goal was to get the brake lights working, but to do that I had to power up the turn indicator circuits.  After spending some time with the wiring diagram, I figured I could power up all the electrical circuits (except the power seats and windows).  Prior to powering up the electric dash gauges, I wanted to drop the voltage to them to 6 volts.  6 volt gauges will work with 12 volts, but they last longer and are more accurate if they are supplied the design voltage.  In fact, Ford used 6 volt gauges in their 12 volt cars well into the 60's.  They used a simple resistor network to drop the voltage, but I purchased a couple of tiny circuit boards with active regulator circuits.  These are more consistent, and potentially more reliable.  They are so inexpensive that I got one for each gauge (fuel and temp).  I'm getting pretty good at removing the dash instrument cluster, which is by far the easiest way to get to the back of these gauges.  Here's a shot of one of the gauge regulators installed (circled in red).

 After carefully connecting every loose wire in the entire car, I was finally ready to power up the lighting circuits.  With a brief prayer and a bit of anxiety, I re-connected the battery.  No smoke, no issues.  Then I turned the key to run... no smoke, no excitement, and a very minor draw in amperage.

Then I turned on the parking lights...  The tail lights worked!

When I stepped on the brake, I could only get one stop light to work.  It was pretty late by now, and that troubleshooting will have to wait.

The gas gauge clearly wasn't working... but the electric temperature gauge moved from H (it's normal position when the car is off) to C.  This is a good sign.

With the parking lights on, I rotated the light knob to see if the dash lights would come on.  Amazingly, they did!  This is very encouraging, and very cool!  Except for the lack of a clock, this is pretty much what the dash will look like when I drive the car at night!

I didn't achieve my goal, but I am content.  Sadly, #1 son has a cold and wasn't able to spend much time with me working on the car today.

Overall, however, it has been a good weekend.  I look forward to driving the car on a public road next weekend!

Electrifying!

I spent most of today working on under-hood electrical things.  I was working alone today, so this seemed to be the most productive use of my time.  I want to get the alternator, horns, and brake lights working first, because these will be required to go anywhere on the road.

The first order of business was to get the charging circuit to work, which is key to completing the conversion from 6 volts to 12 volts.  My self imposed restriction, however, is to do this in a way that it can be easily converted back to stock (6 volts) in the future.  I decided that the most straightforward way was to replace the stock 6 volt voltage regulator with a simple terminal strip, so the original wiring can be used to connect the new 12 volt alternator directly to the battery.  This alternator directly replaces the original generator, which I have retained along with all the other stock parts I have upgraded.  I didn't want to drill any new holes in the car, so I decided to make a plate that uses the same holes as the original regulator.

The new plate is spaced away from the inner fender surface with washers.  This should keep it from scratching the paint, or inadvertently shorting out.

 The barrier strip will fit on this plate, but I also prepared a "dummy" voltage regulator (really an empty shell) that I will eventually fill with headlight and foglight relays.  Using relays limits the voltage drop to the headlights, and makes them more reliable and brighter.  I don't need to install the relays right away, but I do need to make sure this plate has room for them.

I taped the washers in place to make it easier to install the plate.  The original regulator is at the top of this picture, and the base for the "dummy" regulator/relay box is to the right

Drilling holes to mount the relay box

It was tricky to mount the relay box, since I don't want anything poking through the plate.  I used some very short 8x32 screws in tapped holes to do this.

Here's the plate with the barrier strip and relay box.  It looks almost like the stock regulator

Here it is mounted in the left front of the engine compartment.  That wad of yellow wires goes to the ammeter at the starter solenoid, which is connected directly to the battery.  This is where the main charging circuit from the alternator needs to connect.

I connected the main yellow wire from the barrier strip to the alternator.  I also connected a ground wire, and another wire for the generator "idiot light"

While I was working in this corner of the engine compartment, I installed the coolant recovery system.  It took maybe 15 minutes to install!

 So, does the charging system work?  Here's a video from my cell phone:

Note that the ammeter is hooked up backwards, and shows discharging when the battery is actually charging.  Oh well... I suppose I could install it upside down, but why bother.  I think I can remember that it reads backwards.  In any event, it felt very good to have the alternator working!  One step closer to getting the car on the road.

The horns should be easy... they are a very simple circuit.  I had installed the horn wire in the steering column two weeks ago.  I installed the horn ring (button?) in the steering wheel, and checked for continuity when I pushed it down.

Nothing.  No continuity.  After eliminating everything else (a break in the horn wire , bad continuity in the horn ring itself, etc), I finally realized that the metal center of the steering wheel was covered with paint.  Maybe that would make a difference?

A few minutes with emery cloth and the horn button was solidly grounding the horn wire when I pushed it down, just like it should.  The only thing left to do is install the horn relay and hook up the horns.  Now, where did I put that relay?  I eventually found it and cleaned it up on the wire wheel...

The horns and the relay are still 6 volt, but they don't get used often enough to really overheat.  Here's a shot of the relay in position.  You can see the left horn peeking out from behind the radiator bracket.

I hooked up both horns, connected the battery, and (after eventually remembering to hook up the horn wire from the steering wheel) had success.  This is very encouraging!  The horns are quite loud.

Next, I tried hooking up the brake lights.  This took a little studying of the schematics, and I soon realized that I needed some inline bullet connectors to connect the tail lamps.  It was getting late, and I didn't really have time to get them tonight, so I settled for installing the ash tray and glove box door.

The dash is almost complete!  The remaining holes are for the clock (now on it's way to be refurbished) and the heater controls.

Overall, it has been a very satisfying day.  I spent it in solitude, but I still feel blessed.

Gauging Encouragement

Today I had a short day working on the car.  I needed some encouragement after yesterday's slow progress, so I decided to install some aftermarket gauges in the dash.   I've been thinking about adding mechanical oil pressure and water temperature gauges to the car.  It has no oil pressure gauge, just an idiot light.  This makes me rather uncomfortable... a good oil pressure gauge is particularly useful for on-road engine diagnostics.  I've found that mechanical gauges tend to respond more rapidly than electrical ones, and they are in keeping with the rest of the car (mechanical tach, etc).

The car already has a water temperature gauge, but it is electrical, uncalibrated and notoriously inaccurate.  A mechanical temperature gauge, sensing at the thermostat housing, should provide a more accurate reading.  This is important in a car like the t-bird which is prone to overheat!  A mechanical gauge will also read the temperature when the engine is off... this is important, because the water temperature rises after the engine has been stopped and the water flow ceases.  Needless to say, I find the presence of these two gauges more important than the presence of a radio in the dash!

I found a $12 three-gauge set at Harbor Freight with unusually small 1.5" diameter mechanical oil pressure, water temperature and ammeter gauges.  They have black dials and orange pointers, just like the other gauges on the car.  As it turns out, two of them will fit perfectly in the hole that the radio used to fill!  I still have the original radio, but I don't intend to restore it any time soon.  It makes more sense to me to have a "headless" stereo in the car, hidden from view and connected to an iPod.  I committed to this path when I removed the radio antenna and filled hole in the fender.   I had intended to use the radio hole in the dash for something else all along, then these gauges turned up.

I got a radio delete plate in a batch of unrelated t-bird stuff from eBay, so I decided to modify it to fit these two gauges.  I've just been waiting for the right time to do this, and today was it.

The radio delete plate matches the aluminum "fish scale" pattern of the rest of the dash, and completely fills the rectangular radio hole.  I used a thin piece of plywood as a backing, since the aluminum is pretty soft

I used an adjustable hole cutter to get the holes exactly the right size

The mechanical temperature gauge has a permanently attached bulb, so I had to thread it back through the dash to put it in this new panel.

The panel is in place, and the engine is running.  Note that the tachometer works, too!

I think this looks great!  Just like they belong there!

 After the gauges were in, I cleaned up the old wiring harness and started dressing the wires.

 I had to run part of the harness under the nose of the car, in front of the radiator.  This includes the heavy yellow wire that goes to the generator.  I have replaced the generator with an alternator, and will need to modify the wiring slightly.

 On the firewall, I decided to use the third tiny gauge from Harbor Freight, an ammeter.  I want to see how much current is being pulled from the battery under normal conditions, especially as I hook up the alternator, lights, and internal circuits.  I also like to see the condition of the electrical system as I close the battery disconnect, so an ammeter under the hood makes sense.

I fashioned a right-angle buss bar out of copper stock, connected it to the starter solenoid, and mounted the ammeter.  I moved all the internal wiring supply wiring to the other side of the ammeter.  Now, the starter has a direct path to the battery, but everything else must go through this under-hood ammeter, so I can tell when something goes screwy!

It seemed like a very productive day, but I really think productivity has nothing to do with the way I feel.  It's really about attitude, and acceptance.  I can think, I can strive, and I can create, but there will be days when I just need to be patient and wait.  There are times when I need to learn, and if I let myself get anxious or frustrated, that learning will not be easy.

Tomorrow I leave with my wife for 5 days in Vermont.  I expect it will be very peaceful.  I expect I will need to do a lot of learning, and a lot of waiting.  I think I'm OK with that.